Internal-combustion engine.



E. MfKRAMER.

INTERNAL COMBUSTION ENGINE.

APPHCATION FILED MAY 6. m2.

1-, 1 34,684 a t d Apr. 6, 1915:

7 s SHEBTS-SHEET 1.

- jzz erdar a 16 5nd Z E. M. KRAMER.

INTERNAL COMBUSTION ENGINE. APPLIC TION FILED MAY 6,1912

1,134,684 v Patented Apr.6, 1915.

8 SHBBTSSHEET 2.

Q/ assay) "fizz/e72 Z021 4 ,MEnZLZIZf/ZI Q'7W67 E. M. KRAMER.

INTERNAL COMBUSTION ENGINE.v

APPLICATION FILED MAY 5. I912.

' Patented Apr. 6, 1915.

8 SHEETSSHEET 3.

t. M. KRAMER INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 6. I9l2.

Patented AM, 1915.

BSHBETSSHEET 4.

fiver? 1 0 ,mzlmme E. M. KRAMER. lNTERNAL COMBUSTION ENGINE.

APPUCATION FILED MAY 6,1912.

fi///////////////////////////////ff/Z/Z/?//////Zl Patented Apr. '6,1915;

9 SHEETS-SHEET 6.

E. M. KRAMER.

INTERNAL COMBUSTION ENGlNE.

APPLICATION FILED MAYs, 1912.

1 1 34,684., V Patented Apr. 6, 19 15,

E. M. KRAMER.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED. MAY 6. 1912. 7 1,134,684. d P 191 8 SHEETS-11113! 'l.

I I r unnjm' aim IIIHH I E. M. KRAMER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY a. 1912.

1,134, 34,, Patented Apr. 6, 1915..

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i nnrr nn smite earners ermon.

EMIL 1H. KRAMER, OF PAXTON, ILLENQZS.

INTEBNAL-CGMBUSTION ENGINE.

Application filed may 8, 1912. Serial no. 885,364.

To all whom it may concern Be it known that I, EMIL M. KRAMER, a citizenof the United States, residing at Paxton, in the county of Ford andState of Illinois,'have i vented a new and useful Improvement inInternal-Combustion Engines, of which the following is a specificatron.

My primary objects, generally stated, are to provide novel improvementsin the valve mechanism of internal combustion engines for compressingthe charges before admission to the engine cylinders; to provide novelmeans for starting the engine without manual cranking thereof, saidmeans being preferably so constructed that they will operate while theengine is running to compress charges to he fired, and may he manuallyoperated, when the engine is at rest, to compress charges forintroduction into the engine cylinders for firing therein to start theengine; to provide for the driving of the engine in either the forwardor re verse directions; to provide means whereby the engine may beoperated to deliver an impulse upon each forward stroke, or uponalternate forward strokes, of the piston; to utilize to the maximumextent the suction produced in the engine in its operation, for drawingthe vaporized fuel into the latter; to pr vide for the preheating of thevaporized fuel before it enters the engine in order that the greatesteiliciency may be obtained therefrom; and generally to provideimprovemcnt-s in engines of this type to the end of causing them toperform their functions to better advantage and to secure themaxirmun'of power commensurate with the -i'uel consunmtion.

Referring to the accompanying drawings in which I'have illustratedcertain of the many forms in which my invention may be embodied, Figure1 is a view in vertical sectional elevation (taken at the irregular line1 on Fig. (5 and viewed in the direction of the arrow) of an enginewhich may he operated to deliveranimpulseupon each forward stroke, orupon alternate forward strokes, of. the piston, constructed inaccordance with my invention, this view showing the relative positionsof parts when the charge in the cylinder illustrated is about tobetired, the parts of the construction shown being illustrated in thepositions assumed by them while the engine is operating under itsself-contained power. Fig. 2 is a view simimechanism.

tional view taken at the line 15 on Fig. 1.

lar to Fig. 1 showing the charge-compressing and valve-mechanism in itslowermost position under manual operation for com-.

pressing a charge for introduction into the cylinder cooperatingtherewith for starting the engine. Fig. 3 is a broken section taken atthe line 3 on Figs. 1 and l and viewed in the direction of thearrows.Fig. 4 is a section taken at the line i on Fig. 3 and viewed in thedirection of the-arrow. Fig. 5 is a section taken at the line 5 on Fig.3 and viewed in the direction of the nI 'OW. Fig. 6 is a broken sectiontaken at the line 6 on Fig. 1 and viewed in the direction of the arrow,this view showing one of the plurality of the cylinders of the engineand the mechanism cooperating therewith. Fig. 7 is a view similar toFig. 6 with certain of the parts omitted, the better to disclose certaindetails of the valve-sleeve-operating mechanism. Fig. 8 is a sectiontaken at the line 8 on Fig. 6 and viewed in the direc tion of the arrow,this view showing details of the valve-sleeve-operating mechanism in theposition they normally occupy while the engine is running: Fig. 9 is aView like Fig. 8, showing the parts of the mechanism illustrated in Fig.8 in the position they occupy when manually operated for controlling theintroduction of the charge into the engine to start the latter. Fig. 10is a section taken at the line 10 on Fig. 6 and viewed in the directionof the arrow. Fig. 11 is a section taken at the line 11 on Fig. l andviewed in the direction of the arrow. Fig. 12 is a broken section takenat the irregular line 12 on Fig. 1 and viewed in the direction of thearrow. Fig. 13 is a view snnilar to Fig. 1 of another embodiment of myinvention. Fig. 11 is a view similar to Fig. 1, showing another modification of the charge-compressing ahd valvel ig. 15 1s an enlarged secendviewed in the direction of the arrow. Fig-16 is a broken view inelevation of the carburetor for the engine, and the manifoldeonnectionsbetween the carbureter and the engine. Fig. 17 is a sectional view ofone of the similar valve-equipped branch pipes of the manifold shown inFig. 16.

F igs. 18 and 19 are broken views in,sectronal elevation of the'upperends of engines constituting other embodiments of my Patented Apr. 6,1915.

invention; and Fig. 20., a broken view ofthe charge-compressing andvalve mechanism of engine iiiiistifiitcii in 1.9 this view shown T Waiveand 1'iLii ZGS- Water-jacketed. as indicated at 225 and. provided Withtile; usual jumpspaz'k pings 29 at their upper ends, contain pistons 30adapted to be reciprocated in. said cylinders vand. in their lowcz'mosi.position open the interiors of said cylinders to exhaust-ports 31therein. The pistons 30 are connected, through the medium of piSton-rols 32 with cranks 83 carried by a crankshaft, 342 extendinp' ihrough thecrank-c se 26 and. jour- 'naieci 1n bezi'mtigs 35 i1lin lii innccorciance' with the Wei; imownpraciiijce of constructing engines;

Surmountmg the crank-case 9'6 and so cured, thereto, as by screws 36,are vaivc cylinders 37, one of said cylinders being vided for eachcylinder .25 and wronged preferably at one side of the latterrepresented. A pots leads from the interiorof each cyiindci' 37 at theupper end. of the latter into nne respective cylinder with -which it,coiipcmtes, and 2t, poi-c 35 ieiuis from each cyiincici' 3?} ii siighi;distance below the port 38. v infio a conduit 49 'pi'ovidc in the Wikiiiof the respective cylinder with which ii; coiigiei'fices and extendingspii-ziiiy about the lower, representeci in Figs. 1 and 15, the conduits40 being in corxonrmnicetion wifih the several branches fL of amanifold: 42 opening; inzc the carbnrcter i which may be of anysiiiicbieconstrnction. 1% this ai'i'angem z'ia, is designed. that theViipfii'iffiii foe sucizeci "'i'oin she csi-iniretcir 43 into themanifold by the notion oi? i hc engine Wiii be caused to around thecyiiniie'zs 2:), Where ii; will he sii'njecefi to the host of thehitter, and; thence pass into the cylinders 37 for compression thereinand final discharge into t he cyiinders as hereinafter fullycxpiiiincci, thus causing the va-- porixed fuel to be heated preliminaryno discimrge into the engine-cyiinders,with 'the ma nifcst ,mivn n'tiiEach cyiiniieimii" contains a. reoiprocciiio vaive-sicevc 44, "the upperend each of which is of eniarged (iimneter, rcg-ziesenized, at 45. andoperates in Jhe correspondino'iy eniarged porfiion 4% of thecyiincier-hore f, each sieeve 44, which coniains 2i piston 48 slidabietherein as hereinafter iiescrihed. being provkiedwvith a nussagge 49which is minotai to be moved into one? onfi of iegis action with therespeciive 'pOT'i JS 38 and 39 in; rec-i acting cine sicev'e ashereinafter Ciesciihed. Y

In bhe opea'oriioi'i of Jae 'iyh gi sleeves 'gins'bons caiisei to b micain the c iimicis indcpen oiLhei: the purpose of hai'gcs into thecyiiniilczs com them therein and izhcrcafier compressed chm-gee into sheengine (iei's for firing therein, a icscription o iii'eans iiiusiaia tedthis purpose bein;

oiiows: .iflxicniiing hrough the crank-0 253 and journal ed in. bearings50 therein 3 o. shaft 51 provided with cranks 552 corr sponciing innumber to cranks 33, anti so arranged. on the shaft 51 to cause ihem tooccupy the same rciaive positions as those occupied my ilhfi asiiiustrinfied those shown in Fig. 1, The cranks pivotnily connected withconnecting- 7306 .93 53 at the lower ends of 'iziie latter 1211c upoeiends of the rods 53 being ioiii'naieii. on 54 carried by heads 55provided on iii e iowcy {1&3

ends of piston rods 56 connected with the pistons 48, the heads 55 beingjonrnaieci on studs 56 secured to blocks 57 siidabiy cc fined in guides58 on rocimnemhei's 1o mil-ed on studs (30, secured in bosses (Si; incrank-case 26,, the boss 61 for one of the and; cylinders oeing foi-i.194 as a part of an en i- Wziii 32 of him case- 26, whereas iJhe otherbosses (31 are provided on the inner ends of brackets 53 carried. on theinterior said. 5-5 crankcase. Secure-ti on the shaft 51 adiacen'u $30the respective ci'aniis are tiics 34; surroiii'uicd by straps 65 proviilwith lugs 66 pivotziiiy connected. as in? outed at, 6?, with the lowerends of iinks the iRiI-iflOl-I' being: pivotiiiiy coi'inecibcciinclicntef at ($9, witi she lower ends of the spcctii'e sieeves 44%;.The o'mily connected indicated at 3" ivotiiiiv connected 2o rcspeciivrociz expiiainco. ice YO .zmxembmw 59 are equippefii.

211 gears meshing with seg 0 provided on a shaft 74: goiii'nziie s inthe ends of the crank-case egme 72 iLiJQ parts connect-e6 may beosciiiaced for she purpose il iffikfr expiaineci. the constrccfiion newitsci the shaft 5 adepi'cei to he 3 iizhiroi'sgh. :bhe motions,

.ne said QOR'ZIRQCLGKES iiins' of a ciniractei' aciapibing the sham, oihe z'otatcci either 21 3 a one no one ratio or so two mcio, reiative inshaft 34, 1 sired. igiesci-ipizion of these meem id foiioww'ifhe shaft51 has to iii mo gems Y6 and 7? of (iiiicrcn;

synced new ,sented in 1??" m J meshing; we gears cnn in nally of theshaft 31 but revoluble there- With. The sleeve 81 is provided with agroove 82 into which the forlied end 83 of a shifting-lever 84 fulcrumedas indicated at 85 on a lug 86 on the engine base, extends.

The sleeve 81 is provided with laterally projecting pins 87 and 88 whichextend in opposite directions and are adapted to be alternatelyprojected into openings 85) and 90 respectively in thegeirs 78 and 75).It will be understood that by this arrangement either of the gears 78 or7f) may be clutched to the shaft 34 for driving the shaft 51 at the samespeed or one-half the speed of the shaft34, as desired. In thearrangement illustrated, the spark-timing device usually employed ininternal combustion engines is represented at 91, the rotary element ofwhich is journaled .in an extension 92 of the engine-frainand isequipped with a gear 93 meshing with a similar gear 94 fixed on theshaft 51, these gears being of the same size in order that the timershall operate at the same speed as the shaft .31.

The normal operating position of the I mechanism for actuating thesleeves 4.4 and pistons 48 is that illustrated in Figs. 1, (S, 7, 8, 1O,11 and 12. Assuming that the clutch 81 isin engagement with the gear 78for driving the shaft 51 at'the same rate of speedas the shaft 34, andthat the engine is operating under its own power, downward movement ofthe pistons 30 in the respective cylinders under the action of explodedcharges therein operates to turn the shafts 34 and 51 in the directionof the arrows in Fig. 1, with the result of causing the respectivesleeves 44 and pistons 48 to be drawn do-wm 'ardl y, in succession, intheir cylinders 37 by reason of their eccentric connections with theshaft 51, as hereinbefore described. The initial downward movement ofthe sleeve 44 operates to move its passage 49 out of engagement with theco- 0 operating conduit 38, and before the piston 48 has. reached thelimit of its downward movement said conduit has been moved-intoregistration with the inlet conduit 40. The effect of drawing the piston48 downwardly in its surrounding sleeve 44 is to create a suction in theupper end of the sleeve which is not relieved until the conduit 49 inthe latter is brought into registration with the conduit 40 whereupongas is sucked from the carbureter 43 into the sleeve 44 above the piston48 therein. In the ascending move ment of the pistons 30 the sleeves 44and pis tons 48 arecaused to rise in the respective cylinders 37, thesleeves 44 rising to bring their ports 49 into registration with therespective ports 38. The pistons 48 rise in the sleeves 44 against theconfined volumes of vaporized fuel which was sucked into the sleeves44-, as hereinbefore described, and serve to compress the same. As soonas the sleeves 44 have risen sull'iciently far to bring their conduits49 into registration with the ports the charges thus compressed in thesleeves 44 are caused to, discharge into the respective cylinders 25above the pistons 30 therein, the arrangement of the operating mechanismfor the pistons 48 being so con structed and arranged that when thepistons 80 are on their tiring strokes, as illustrated of the onedisclosed in I ig. 1, its coiiperating piston 48 will close the conduit4!) to the interior of the sleeve 44 in which it operates,

It will be understood from the foregoing that as the pistons 30 near thelimits of their downward movements they will uncover the exhaust-ports31 and thus permit the spent gases to escape from the cylinders 25, andthat during said exhaust the interior of the sleeves ll are closed tothe interior of the cylinders so that there is no chance for any fiieldischarging from the conduits 40 into the conduits 38. It will also beunderstood from the foregoing that the pistons 48 serve, in succession,to alternately suck charges into the respective sleeves 44 and compressthe same therein and discharge them into the respective cylinderswherein the charges are fired through the medium of the SDflI'li-PlilgS29 when the pistons 30 are on their firing strokes.

When the engine is at rest it may be started in the following manner:The operator swings the operating handle 76 to the left .in Fig. 1,thereby turning the shaft 74 and the gears 73 thereon to the left-insaid figure. As the gears 73 are in mesh with the gears 72, thusoperating the handle 76 causes the gem-s72 to turn to the right .inFig.1 and thereby rock the members 59 to the position illustrated in Figs. 2and 9. Thus operating the members all causes the piston 48' andsleeve4-l which coiiperate with the piston 30 which when the engine isat rest, is iii the uppermostposition, to be moved downwardly a distanceequal or substantially equal to that which they are moved in the normaloperation of the engine, as hereinbefore described, thereby moving saidsleeve 44 into registration at its port 45) with the conduit 40 andsleeve. The operator then throws the handle 76 in the opposite directionwhich causes the parts to asslune the position illustrated in Fig. 1,thereby returning the sleeve'44 and piston 48 to their normal position,and in so doing, "ausing the piston 48 to compress the. charge ofvaporized fuel sucked into the sleeve 4-1 and upon the movement of theconduit 49 into registration with the sucking a charge into the l thepivots 60 for the members 59, it will be understood that the istou whichis con- :uected with one of cranks 52 which occupies the highestposition will be given the greatest movement in its cooperating sleeveit when the lever 76 is dp'erated, and that the distances which theother pistons 48 will be moved will be correspondingly reduced,depending on. the positions their coiipersting cranks 5'2 occupy, thelower the crank 52 the less movement its cooperating piston will have,when the lever 76 is operated as described. Thus when the lever 76'isswung to the left in Fig. l, the greatest throw will be imparted to thepiston 48 which cooperstes with one of the pistons 30 which occupies thehighest position when the engine is at rest, whereby the ctl ectivecharge introduced into the engine discharges into the cylinder thepiston in which is on its firing stroke.

The parts of the construction are so erranged that when a piston 30 isin s position in which its cooperating exhaust 31 is open the pivotalconnection 55 between the memhers 53 and 56 which drive the piston. 48cooperating .vvith staid piston 30 extends into 9.4. g l .I 1suostautial aliuement with the pivot 60 end thus substantially nomovement is impart ed tosaid piston i8, when the lever 76 1.3 sotoutedas hereinhefore stated, which prevents discharge of charges intotheenginecylinders when the exhausts therein are open. it will be notedthat the mechanism for operating the sleeves 4t and pistons 48 is soconstructed that the same movement will be given the pistons t8 andsleeves it, whether the shaft 51 is turning in one direction or theother and thus the engine may be operated in either direction instarting it as described, or reversed While operating, by retarding oradvancing the spark as the case may be as will. be manifest to thoseskilled in the art. I

The above description of the operation of the machine relates to thelatter when it is being operated to deliver impulses upon each forwardstroke of the piston. if it is desired to operate the engine so as to doliver on impulse upon each alternate. for

ward-stroke of the piston, the operator series the sleeve 81 toward thegear 79 (Fig. or to cause the pin 87 to extend into the recess 39,thereby clutching said gear to the shaft 34 and causing the shaft 51 torotate at Ollifi lkfllf the speed of the shaft 34. Under such conditionsthe pistons 30 will make two complete rcciprocstions with each completereciprocation of the piston 48 otherwise the operation of the enginewill he the same as that described of the engine when operating todeliver an impulse upon each forvvard'stroke of the piston, exceptingthat the pistons 30 will produce idle compressions every other upwardstroke and in alternation with the upward strokes of the pistons 48. v

Referring to the construction illustrated in Fig. 13, the engine thereinshovvh operates upon the same principle as th engineoithc precedingfigures. ln this arrangement, the engine is adapted to be operated todeliver an impulse each forward stroke of the piston only and thesleeves 4A- and' pistons 48 instead of being operated from asupplemental shaft driven from the engine shaft 34 are operated directlytherefrom and consequently at a one to one ratio relative to the enginepistons, the following being a description of the mechanism for drivingthe sleeves 44 and pistons 48.- Secured to the shaft 34 adjacent to eachof the cranks 33 are eccentrics 95 and earns. 96, the cams 96 beingprovided with continuous'cam-slots 9'? into Which rollers 98 carriedon'the free ends of linlrs99, pivoted as indicated at 100,

to lugs 101 on the crank-case of the engine, extend. The eccentrics 95are surrounded by eccentric straps 102 provided with upwardly extendingarms 103 terminatin at their uppcrends in heads'lOi pivotc as indicatedat 105 to the sliding members 57 guidedly confined on therocking-members,

59. The connecting-rods for the'pistons 4:8 in this construction areillustrated at 106 and are pivotally connected, as indicated at 107,with the-respective heads 104 on the arms 103. Cihe sleeves 44 arepivotally connected, as indicated at 108, With the upper ends of links109 which are formed with break-joints 110 and are pivotally connectedat their lower ends as indicated at 111, with;

is that illustrated of the one shown in Fig.

18, the piston of the engine cylinder shown in Fig. 13 being onits'firing stroke. is the piston 30 is driven downward in the operation.of the engine under the explosion of a charge in the cylinder 25,it-turns the shaft 34 in the direction of the arrow in Fig. 13, with theresult of rotating the cams 96 and eccentrics 95 thereon. As the piston30 descends, its cooperating piston 48 and sleeve I I as hereinbeforeexplained, assuming the pis- 44 are drawn downward, the sleeve 44 beinggiven a comparatively rapid initial down ward movement by reason of thepin 98 engaging with an abrupt portion 113 of the cam 96. The piston 48is drawn down'by the rotation of the eccentric 95 which serves to pullthe block 57 downwardly in the rockmember 59, the piston 48 in thisaction serv ing to suck into'the sleeve 44 above said piston a charge ofvaporized fuel from the carbureter through the conduit 40. The parts areso timed that as the piston 30, after unc ering the exhaust 31 fordischarging the burnt gases, rises in its cylinder 25, the roller 98will be engaged by the opposed abrupt portion 114 of the cam 96 to movethe sleeve 44 upwardly to cause its conduit 49 to register with theconduit 38, and to cause the eccentric 95 to force the block 57 upwardlyin the rock-member 59 to raise the piston 48 in the sleeve 44, therebycompressing in the sleeve 44 the charge of vaporized fuel sucked intothe latter in its downward movement, hereinbefore explained, anddischarging the compressed charge into the cooperating cylinder 25,wherein it is fired for. driving the piston 30 therein downwardly.

The engine illustrated in Fig. 13 is operated for starting it in thesame manner as explained of the construction shown in the precedingfigures. Thus, to start the engine the operator swings the operatinglever 76 upwardly to the left in Fig. 13 for rocking all of therock-members 59 to the right in Fig. 13 to the position indicated by thedotted lines 119. The piston 48and sleeve 44 which cooperate with one ofthe pistons 30 which when the engine is at rest is on the firing stroke,will thus be drawn downwardly in the cylinder 3? containing them andgiven the same movement as is produced when the engine is operatingunder its own power, as hereinbefore explained, for sucking a chargeinto the sleeve 44, com pressing it therein and discharging it into I rcylinder 25 cotiperating with the sleeve 44 and piston 48 thus operated,and above the piston 30 therein, wherein the compressed charge isignited by the spark-plug 29 for driving the piston 30 downwardly tostart the engine.

In order that the movements of the sleeves 44 and pistons 48 and theoperating mechanism therefore be clearly understood, I have representedby dotted lines in Fig. 13 some dotted lines 115, 116 and 117,respectively,

and when the operating handle 76 is moved upwardly to the left in Fig.13, for manually producing a compression in the sleeve 44,

ton 30 to be in the position illustrated in said figure, the link 109,rock-member 59 and connecting rod 106, will occupy the positionsrepresented by the dotted lines 118, 119 and 120, respectively.

The construction illustrated in Fig. 14.is the same as that shown inFig. 1, excepting that the sleeve 44 instead of being operated by amechanical connection between it and the shaft 51, is designed to beoperated by frictional engagement of the piston 48 therewith. In thisarrangement the cylinder 37 is shouldered as represented at 120 to forma stop cooperating with the shoulder'portion 121 of the enlarged portion45 of the sleeve 44 for limiting the downward movement of the sleeve insaid cylinder, and provision is made for producing the greater frictionbetween the piston 48 and the sleeve 44 than exists between the sleeve44 and the cylinder 37, as by providing a tighter rotating joint betweenthe piston 48 and sleeve 44 than is provided between said piston andcylinder 37'. Thus the piston 48 in its initial downward movementcarries with it the sleeve 44 to open the port 49 to the conduit 40, thepiston 48 in its continued downward movement sucking a charge into thesleeve 44. As the piston 48 begins its initial upward movement itcarries the sleeve 44 with it until the latter abuts against the upperend of the cylinder 87, in which position the port 39 is closed tothesleeve and the port 49 is brought into registration of the port 38.The piston 48 in its continued upward movement in operating upon thecharge of vaporized fuel drawn into the sleeve 4-4 produces compressionthereof and forces it into the cylinder 25 forfiring, it beingunderstood that the operation of the piston 48 and sleeve 44 in thisconstruction is the same whether the piston be operated by the rotationof'the shaft 34 or by operating the lever 76.

In the construction illustrated in-Fig. 18, the feature of providing asleeve for cooperation with the charge-compressing piston is omitted.and in its place the passages between the cylinders 37 and the cylinders25 and the carbureter are provided with checkvalves operating o permitcharges to be sucked into the cylinders 3-7 when the pistons 48 thereinmove downwardly and be forced from .said cylinders into the maincylinders of the engine as the pistons 48 rise iii the cyiiridersilThus, each coriduilr reprcseu; o or. 122 and correspoudiug Wick the co"duics 38 is provided Wish a clicclrvalvc which cooperaies with a seat124: and opens toward the cylinder 25, and the concluitsrcpreseuled 125and from which pipes 126 lead into she respective conduits i0, couraincheck-valves 12%? which cooperate with costs 126* and open toward thecylinders 37. The pistons 48 of this con-- strucfilion may be opsraredin any desirable manner as 'loy ilie mechanism .liereiubci'orcdescribed, to cause rlicir reciprocatious in the cylinders 5'? to be soibimecl. with relation to the pistons 30 as cause rliern r0 suck iusothe cylinders 3? the charges of volatilized fuel from the carburetor andcompress said charges in the last: referred to cylinders and force theminto 'clrc cylinders .15 While the pistons 30 are rising therein.

It will be undersrood that when pisions 48 are counccted'up with any ofthe isron-acrualing mechanisms hcrcinlicfore escribed, they will becaused to perform tbs functions slated either While the is operatingnormally under its own power or when manually acruared as explained,while the engine is at rest, for compressing charges and dischargingthem into the cylinder the piston of which is on ihc firing stroke.

in the constructions illustrated in Figs. 19 and 20, l have illusiratedsrill another embodiment of my invention. "in this case the cylinder inwhich the charges are compressed is represented at 127 and. corre spoudsWilli the cylinder 3'? oi the preceding figures The, main cylindc 25 isconnected at its upper end with the interior of the cylinder 1'27through the medium of a passage 128 which conrains a check-valve 1% similar to the checlovalve 123. The port 4:6 of the cylinder 25communicates with a conduit 130 which extends peripherally about theinner surface oi"- the cylinder 1'27 and leads upwardly ill the latterand opens through the Wall of said cylinder eta poiirt diametricallyopposite to the conduit 128.

The conduit 130 for od Wi'li a valve-seal;

131 with which a check-valve 132 rouper ates, and c mmumcaes with aby-pass 133 I which opens into file interior of the cylinder 127 at theupper nd of the latter. The piston for compressing; the charges isrepresented at 134, said piston confiaining socket 135 in which thedepending head 186 ricd on the top 137 of the cylinder 127 extends. Thepiston 13% is provided with a transversely extending passage 138 whichopens into the socket and into a peripheral groove 139 in the piston13%. The parts just described are so constructed thar when the piston134 is at the limit of iis upward stroke, ljhc head 136 will extend.into sii'ic socketto a point below the passage All 4 and the peripheralgroove 13% will be in reg is atioxi will: the conduit 128 the upper coolof the conduit 130. I

Ill; is esiguccl float the "piston mechanism of she constructionillusiralsed in F ig. 19 i355 timed in its operation relative to thepiston 30 as described of the preceding coustructions, and to this end.may be rivcu through the medium of the hereinbefore do scribcdpiston-driving mechanism or any other suitable mechanism to cause ii tocompress um charges and discharge the same into main cylinder of Elieengine for driving, the piston therein.

issumiug that like parts of tho engine are in rile positions iliusiratedin Fig. 19 in which the pisbon 30 is co its firing stroke, downwardmovement of the piston 134' will tend to produce suclion action in thecyliri" der 12'? above the piston 13% and in the chamber 135. Thesuction action above the piston 13% as the piston descends serves c0suck inro it a charge from the carburctcr through rho-conduit 130, pastthe valve 13L and through the bypass 185 into she cylinder 1727 and assoon es the groove 139 reg islcrs with the lower cool of the conduit130, as represented ll} Fish 20, the chamber 135 by reason of thecomparative vacuum there-- in :vill be filled will; vola'rilized fuelfrom said. conduit. In illlc upward movementoi. vtlielpisron 134 thecharges sucked iuio the cylruder 127 above said piston and into rhochagn'ber 13s are compressed tliereirr, and so sooga as rho-piston 1.34:has been raised so a position in which its groove 139 registers with theconduit 128 and rho upper cud oi rlic conduit 1.30, the chargecompressed in tlie'cylindcr 127 above the piston 13% and char poi" onwhich was compressed in the chamber 135 will discliargl from the cylinder 127 and into the conduit 129 from whence it pass-es into thecylinder 25 above thc piston 30 therein for firing. It will be notedthat the 'ston 13 1 will operate to perform the functions just describedwhen it is being operarcd. either by the engine operating under its own,power or when manually actuatcd cc pump a cognpressed charge, "forfiring", into the cyliudericomaining the piston which is on the firiu'gstroke. Each of the branch pipes 41 contains a clieclcvalvc whichcloses'toivard the carburetor 43, and thus when Sucsion is produced inany of the cylinders 37 of flee en gins the suction action tli usproduced isconccnira'led. on the carliurclcr which is of advaritagc instructures of this character as ii insures size utilization to "chcmaximum exoi the power of the suction action of ihe cng'giuc inopcraiino; on the fuel supply While l have illusrraied and describedcertain specific constructions of engines constituting embodiments of myinvention I do not wish to Foe understood as iulcridiugr to limit it tosuch consiruccious, as the same may be variously altered andmodificdwithout departing from the spirit of my inventlon.

l/Vhat I claim as new and desire to secure by Letters Patent is:

1. In an internal combustion engine having a drive-shaft, thecombination with its working-cylinder and the piston therein, ofcharge-compressing means cooperating with said cylinder forintermittingly supplying thereto compressed charges of fuel, means foroperating said charge-compressing means from the drive shaft of theengine including members pivotally connected together, and shiftableguiding means therefor, and means for shifting said guiding means, whensaid piston is at rest, for operating said charge-compressing means, forthe purpose set forth.

2. In an internal combustion engine having a drive-shaft, thecombination with its worlringcylinder and the piston therein, ofcharge-compressing means cooperating with said cylinder forintermittingly supplying thereto compressed charges of fuel, means foroperating said charge-compressing means from the drive shaft of theengine including members pivotally connected to gether, a shiftableguide member, a block operatively connected with said pivotallyconnected members and movable on said guide member, and means forshifting said guide member when said piston is at rest for operatingsaid charge-compressing means, for the purpose set forth.

3. In an internal combustion engine having a drive-shaft, thecombination with its working-cylinder and the piston therein, ofcharge-compressing means cooperating with said cylinder forintermittingly supplying thereto compressed charges of fuel, means foroperating saidv charge-compressing means from the drive. shaft of theengine including members pivotally connected together and pivotallysupported guiding means therefor, and means for oscillating said'guiding means when said pistoin is at rest, for operating saidcharge-compressing means, for the purpose set forth. 1

s l 4. In an internal combustion engine having a drive-shaft, thecombination with its workirig-cylinder and the piston therein, ofcharge-compressing means cooperating with said cylinder forintermittingly supplying thereto compressed charges of fuel, means foroperating said charge-compressing means from the drive shaft of theengine including members pivotally connected together, apivoted guidemember, and a block operatively connected with said pivotally connectedmembers and movable on saidguide member, and means for osci 111g saidguide member when said piston at' rest for operating saidcharge-compressi 9; means, for the piirpossfitl? orth.

operated by said 51 In an internal combustion engine, having adrive-shaft, the combination with its' working cylinder and the pistontherein, of charge-compressing means cooperating with said cylinder forintermittingly supplying thereto compressed charges of fuel, means foroperating said charge-compressing means from the drive shaft of theengine, including a crank, members pivotally connected together andoperatively connected, respectively, with said crank and with saidcharge-compressing means, and shiftable guiding means therefor, andmeans for ton' is at rest, for operating said chargecompressing means,for the purpose set forth. l

6. In an internal combustion engine, the combination with itsworking-cylinder and the piston therein, of charge-compressing meanscooperating with said cylinder for intermittingly supplying theretocompressed charges of fuel including an auxiliary cylinshifting saidguiding means, when said pisder, and a sliding sleeve and acharge-compressing piston therein, said auxiliary cylinder containingports communicating with said working-cylinder and ada ted tocommunicate with a source of fue supply, respectively, and said sleevecontaining a port adapted to alternately register with saidauxiliary-cylinder ports, means, operable when said first-named pistonis'at rest, for

operating said charge-compressin means to discharge -a compressed charge0 fuel said working-cylinder above the piston therein for startin theengine, and means rst named piston in its movements for actuating saidcharge-compressing means, for the purpose set forth.

7, In an internal combnstion engine, the combination with itsworking-cylinder and the piston therein of charge-compressing meanscooperating with said cylinder for intermittingly supplying theretocompressed charges of fuel including an auxiliary cylinder, and asliding sleeve and a charge-compressing piston therein', said auxiliarycylin- I der containing ports communicating with said working-cylinderand adapted to communicate with a sgurce of fuel supply,-respectively,and said sleeve containing a, port adapted to alternately register withsaid auxiliary-cylinder ports, meant! operatively connected with saidsleeve and with said last named piston and operable, when saidfirstnamed piston is at rest, fora'eciproca'ting said charge compressingpiston and said sleeve to discharge a compressed charge into saidworking cylinder .above the piston therein, and means operated by saidfirst named piston in its movements for reciproeating saidcharge-compressing piston and said sleeve, for the purpose set forth.

8. In an internal combustion engine, the

the piston therein, of charge-compressing; means cooperating with saidcylinder tori termittingly supplying thereto compressed charges of fuelincluding an auxiliary cyl inder, and a sliding sleeve and achargecompressing piston therein, said auxiliary cylinder containingports communicating with said Working-cylinder and adapted tocommunicate with a source of fuel supply,

m respectively, and said sleeve containing a said first named iston isat rest for the on pose set forth.

.9. ln'an internal combustion engine the combination with itsWorking-cylinder and the piston therein, of charge-compressing meanscooperating with said cylinder for intermittingiy supplying theretocompressed.

charges of fuel including an auxiliary cylin der, and a sliding sleeveand a charge-com- 3o pressing piston therein, said auxiliary cylindercontaining ports communicating with said Working-cylinder and adapted tocornmunicate with a source of fuel supply, respectively mud said sleevecontaining a port adapted to alternately register with saidauxiliary-cylinder ports, and means for op" erating said sleeve andcharge'coinpressing piston including members pivotally connectedtogether and driven from said drive shaft 40 and operatively connectedwith said sleeve and charge-coinpressing piston, means for guiding themovements of said pivotally connected members, and means for shiftingsaid guiding means for actuating said sleeve and charge-compressingpiston when said first named piston is at rest, for the purpose setforth.

' 10. In an internal combustion engine, the combination with itsWorking-cylinder and the piston therein, of charge-compressing meanscooperating with said cylinder for intermittingly supplying theretocompressed charges of fuel including an auxiliary cylinder, and asliding sleeve and a charge-compressing piston therein, saidauxiliarycylinder containing ports communicating with saidWorking-cylinder and adapted to communicate with a source of fuelsupply, respectively, and said sleeve containing a port adapted toalternately register with said auxiliary-cylinder ports, means for opensting said sleeve and charge-compressing piston including memberspivotally connect ed.-together and operatively connected, re-

"spectively, with said sleeve and charge-com piston, means onerated o,

said sleeve and charge-compress ig piston including pairs of memberspivotally vii 'i 'v drive shalt oil the engine for cameras; saidpivotally connected meinhers to resins catc said sleeve andcharge-compressing ton, and means opcratively connected s said pivotallyconnected members for ating said sleeve and chargecompres sin pistonwhen said first named piston is rest, for the purpose set forth. ll. inan internal combustion engine, the combination with its Working-cylinderand the piston therein, of ciiargecoinprcssin g means cooperating withsaid cylinder r i v rmittingly sunplying thereto compressed charges offu l including an auxiliary cyliri's der, and a sli ing sleeve and acharge-conipressing piston therein, said auxiliary cylinder containingcommunicating fifth said 'Worlring cylinder and adapted to ccmmuuicatewith a source of fuel-supply, spectively, said sleeve containing aadapted to alternately register with euxiliaryeylinder ports, means foroperconnecte together, a member of each pair thereof losing connectedwith said charge compressing piston and With said sleeve, means forreciprocating said pivotally connected members, a pivotally supportedguide member operatively engaging with the said pair of membersconnected with said chargecompressing piston for guiding the movementsthereof and means connected with the other pair of said members and withsaid guide member eccentrically of the axis about which the latter turnswhen oscillated, and means operatively connected with said pivoted guidemember for oscillating the latter, for the purpose set forth.

12. In an internal combustion engine, the combination with itsWorking-cylinder and the piston therein, of charge-compressing meanscooperating with said cylinder for in termittingly supplying theretocompressed charges of fuel, means for operating said charge-compressing;means from the drive shaft of the engine including members pivotallyconnected together and pivotaily supported guiding means therefor, theparts described being so constructed and arranged that when thepiston-is at the lowermost position on its stroke the pivotal connectionbetween said pivotally connected members will extend close to the pointat which said guiding" means are pivotally supported, and means foroscillating said guiding means when said piston is at rest, foroperating; said charge-compressing means, for the'punpose set forth.

13. The combination with the cylinders of an internal combustion engineand his tons therein, oi charge-compressing pumps communicatingrespectively with said cylin- 1 elem, means for operating said i l lmasses timed relation to the respective cylinders with which'theycooperate, and means for operating, when the engine is at rest, the oneof said pumps which communicates with the cylinder, the parts of whichare on the firingstroke when the engine is at rest, for introducing intosaid cylinder a charge of compressed fuel.

14. The combination with the cylinders of an internal combustion engineand pistons therein, of charge-compressing pumps communicating,respectively, with said cyl inders, pivoted guide-members operativelyengaged by the reciprocating members of said pumps, and means foractuating the reciprocatory members of said pumps in timed relation tothemovement of the pistons in the cylinders with'which said pumpsrespectivel coiiperate, whereby the recipnocatory member oi thatpumpwhich cotiperates wit the c linder, the piston of which latter is onthe ring stroke when the engine is at rest, extends on said guide at apoint eccentric to the point of pivotal support of said guide members,and rocking of the .latter causes the reciprocating member or" said lastreferred. to pump to be reciprocated to intro duce a charge of gfuelinto said last referred to cylinder.

15. The combination with the cylinders of an internal combustion engineand pistons therein, of charge-compressing pumps communicating,respectively, with said cylinders, pivoted guide-members operativelyengaged by the reciprocating members of cobperates with the cylinder,the piston of.

which latter is on the firing stroke when the engine is at rest, extendson said guide at a point eccentric to the point of pivotal support ofsaid guide-members, and rocking oi the latter causes the reciprocatingmember of said last referred to pump to be reciprocated tointroduce acharge of fuel into said last referred to cylinder. 1

16. The combination with the cylinder of an internal combustion engineand pistons therein, of charge-compressing pumps v. communicatinrespectively, with said 0371 inders, pivote guide-members operativelyengaged by the reciprocating members of said pumps, and means foractuating the reciprocatory members of said pumps in timed relation tothe movements, of the pistons in the cylinders, with which said pumpsrespectively coiiperate, the axes upon which said pivoted members aremovable being substantially in alinement with the connections of saidmeans with said reciprocating parts of the pumps when the pistons are atthe ends of their firing strokes, whereby the reciprocatory member ofthat pum which cotiperates with the cylinder, the plst'onof which latterison the firing stroke when :the engine is at rest, extcndson said guideat a point eccentric to the point of ivotal support of saidguidemembers, an; rocking of the latter causes the reciprocating memberofsaid last referred to pump to he reciprocated to introduce a charge offuelinto said last referred to cylinder. I

1' The combination ofthe cylinders of an internal combustion engine andpistons therein, of charge-compressing pumps communicating,respectively, with said cylinders, pivoted guide-members, blocksslidable on said guide-members and to which the reciprocatin members ofsaid pum s are connected, re s operatively connecte with said blocks inpivotal relation thereto, and means actuatedfrom said engine-shaft foractuat-.

operate, the axis upon which said pivoted members are swingableextending. in substantial alinement with the pivotai connections of thereciprocating members ofsaid pumps with said blocks when the pistons areat the ends of their firing strokes, whereby the reciprocatory member ofthat. pump which coiiperates with the c linder, the piston of whichlatter is on t e firing stroke when the engine is at rest,-extends onsaid guide at a point eccentric to the point of pivotal support of saidguide-members, and rocking of the latter causes the reciprocating memberof said last referred to pump to be reciprocated to introduce a chargeof fuel into said last referred to cylinder.

- EMIL M. KB

